Explosive-engine



Patented Mar. 7, |899.

H. P. MAXIM.' EXPLUSIVE ENGINE.

(Appumm ma; 1m. 2, 189e.)

(No Model.)

5 Sheetsf-Sheet I.

.12. we mms Puma ca.l PHOTO-Limo.. wnnlmforl. D

:Nog 620,602.v Patented Mar. 7, |899.

. H. P. MAXIM. 1

ExPLoslvE Ens|n (Appcaton led In. 2, 1890.)

:fri sunny-sheet 2.

(No Mode-l.)

No. 620,602.v Patented Mar. 7,1899.

H. P. MAXIM. EXPLOSIVE ENGINE.

(Application led Har. 2, 1896.)

Af Q mi. @Wav No. 620,602. Patent'ed Mar. 7, |899. H. P. MAXIM.

EXPLUSIVE ENGINE.

(Application led In'.- 2, 1896.) (No Modul.) 5 Sheetg-Sheat 4.

N0. 620,602. Patented Mar. 7, |899.

H. P. MAXIM.

EXPLOSIVE ENGINE.

(Application led Mar. 2, 1896.

5 Sheets-Sheet 5.

(No Model.)

UNITED STATES PATENT OFFICE.

HIRAM PERCY MAXIM, OF HARTFORD, CONNECTICUT, ASSIGNOR TO THE POPE MANUFACTURING COMPANY, OF SAME PLACEAND PORTLAND,`

MAINE.

lExPLoswia-ENGINE.

SPECIFICATION forming part of Lettes Patent No. 620,602, dated March 7, 1899;

Application tiled March 2, 1896.

which the following is a specification, reference being had to the accompanying drawings, forming a part hereof.

This invention relates in general to engines of that class in which the piston is subjected to the action of successive explosions'of a gas or vapor, and more especially to engines of this general description in which the crank normally receives an impulse at each revolu- I tion in contradistinction from engines of the Otto type, in which the complete cycle of operations necessary to eect the expulsion of the burned gases, the drawing in of a fresh charge, the compression of `the charge, and the explosion thereof occupies two revolutions of the crank.

The main objects in view are to obtain the maximum frequency of impulse without reducing the eiiiciency of the engine, to avoid or at least to mitigate the violence ofV the shock to which the pistons of such engines are usually subjected at each explosion, to enable the speed of the engine to be regulated and controlled, to make the engine compact and with thefewest possible exterior working parts, to render it possible to reduce the size and weight of fly-wheels usually employed in engines of this class or to dispense `with them altogether, to prevent the temperatures in the Working cylinderl from rising to `the usual high degree, and generally to improve the construction and operation of en-` gines of the character referred to.

In practicing the invention with a view to obtaining the results referred to the gas (under which term, as hereinafter employed, are included all gases, vapors, mixtures, or whatever else may be employed in engines of this character as the charge or basis of the charge to be exploded) is ignited and caused to explode in a chamber which is preferably independent of or separate from the working cylinder, although communicating therewith, and means are provided whereby the expan- Serial No. 581,418. (No model.)

sion of the gas from the explosion-'chamber to and against the working face of the piston may be controlled, so that the full effect o f the explosion shall not be. exerted at once upon the piston, but that the piston in its advance shall be gradually subjected to the full pressure of the expanding gases, thereby preventing in large measure the violent shock to which the pistons of these engines `are sub.

jected ordinarily. The particular means by which this general result may be secured may be varied; but there will be described hereinafter one form of such means which is thoroughly practical and elcient. pose of furtherreducing the shock the explosion or combustion of the charge may also be retarded or continued through an appreciable time and made more, gradual, as fully described hereinafter. Furthermore, air under pressure is admitted to the cylinder to expel therefrom the burned gases during the first part of the return stroke of the piston. The fresh charge is then introduced For the purand mixed with the air, and the mixture is compressed to a perfect explosive mixture during thelatter part of the return stroke. The compressed air might be supplied from any suitable source, but is preferably compressed in the forward end of the cylinder and in the crank-chamber by the forward stroke of the piston, the blowing past of the explosive gases into the crank-chamber with the consequent dangerof explosions in the crank-chamber being thereby avoided. The use of compressed air alone for the expulsion of the burned gases not only effects an economy in operation in comparison with the usual practice of using good explosive mixture for this purpose, but it obviates the danger of premature explosion by reason of the exposure of such good explosive mixture to the high temperature of the burned gases. The igniter alsois preferably carried by the piston itself and therefore does not penetrate through the body of air Within-the cylinder into contact with the explosive mixtureuntil the piston is substantially at the limit of its return stroke, when everything is in readiness for the explosion. Other uses of the IOG instance; to aid in accomplishing another object of the invention-namely, the deodorization of the burned gases of explosion and the gases resulting from the vaporiz'ation of the lubricant which may be employed in the cylinder, the odor of .such gases forming a strong ground of objection under some circumstances to the use of engines which employ petroleum-vapor. This object is accomplished in practicing this invention by supplying and mingling with the burned gases a sufcient quantity of oxygen to produce chemically a complete combustion of the gases before they are permitted to mingle with the external air in case such complete combustion does not take place during explosion. This is conveniently provided for by admitting into the exhaust-pipe such a quantity of air as will furnish suiiicient oxygen to there combine with the hot exhaust-gases and produce complete combustion.

The various features of improvement which cooperate to produce the results above alluded to, as well as other features of improvement, will be fully described and claimed hereinafter with reference to the accompanying drawings, in which such features are shown as embodied in a structure which is Well adapted for practical use and which may serve herein for illustration of the invention, some of the dilferent features being represented as applied to different structures or in different combinations in order to avoid complication of the drawings, although they may be incorporated in one structure, as will be apparent.

In the several iigures like letters of reference indicate like parts.

In the drawings, Figure 1 is a side elevation of an engine which is adapted for the practice of the invention, the air-heater, the exhaust-muflie, and the exhaust-cremator being omitted to enable other features to be more clearly shown. Fig. 2 is a vertical longitudinal section thereof in the plane of the axis of one of the cylinders. Fig. 3 is a horizontal longitudinal section in the plane of the axes of the cylinders, but with the pistons and some other parts shown in plan view, the engine beingin this figure represented ashaving two parallel cylinders. Fig. 4 is a detail sectional view showing more clearly the construction and arrangement of the lubricator indicatedin Figs. 1 and 2. Fig. 5 is adetail view, partly in section, of the governor shown in Figs. 1 and 3. Fig. 6 is a detail view of the pump or device for regulating the feed of the oil which is the basis of the explosive charge. Fig. 7 is a view similar to Fig. 2, but illust-rating particularly the devices for retarding or protracting the explosion or combustion ofl the explosive charge, these partsy being omitted from Figs. 1, 2, and 3. As no attempt is made in this figure to illustrate the features of the invention shown in said figures, some of the parts are rearranged and modified 1n form simply for the purpose of scale', partly in section, of the pump shown in Fig. 7. Fig. 10 is a detail view in section, on a plane transverse to the axis of the cylinder, showing the construction of the explosion-chamber. Fig. 11 is a detail View in section, on the plane of the axis of the explosion-chamber, showing the distributing-nozzle of the oil-pipe. Fig. 12 is a View similar to Fig. 1, but showing the engine as equipped with the combined exhaust cremator or deodorizer and muile, the lubricator being omitted to avoid confusion, although it may be used with the cremator and muffle. Fig. 13 is a vertical central section, on an enlarged scale, of the combined exhaust cremator or deodorizer and mufiie shown in Fig. 12. Fig. 14 is also a view similar to Fig. 12, but showing the engine as equipped with a combined air-heater and exhaust-munie, the exhaust-cremator being omitted. Fig. 15 is a sectional elevation, on an enlarged scale, of the combined heater and exhaust muffle shown in Fig. 14. Fig. 16 is a sectional elevation, on an enlarged scale, of a combined air-heater, exhaust-muffle, yand exhaust-cremator. Fig. 17 is a viewsimilar to Fig. 3, but showing a modified form of the devices for controlling the expansion of the gases of yexplosion against. the working face of the piston.

The structure which has been chosen for the illustration of a partial embodiment of the invention is shown in a simple and practical form, but without the devices for retarding or prolonging or making more gradual the explosion or combustion in Figs. 1, 2, and 3, and it will be seen that in Fig. 3 two engines are shown side by side and coupled to a common shaft in such manner that the latter shall receive two impulses in each rotation. As these IOO IIO

two engines are substantially identical it will i not be necessary hereinafter to refer to the parts of each, but the description will be confined to a single engine.

In the construction shown in Figs. 1, 2, and 3 and as well in Figs. 7, 12, 14, and 17 the cylinder A is formed as usual and provided with a water-jacket a, as usual in engines of this class. An air-tight crank-chamberA'is preferably formed with the cylinder A and is closed on one side by a plate a', which is removable to permit the introduction or removal of the crank-disk, if necessary. Bearings a2 and a3 may be provided in the sidewall of the crankchamber and in the plate a for the crankshaft. An ordinary trunk-piston B is fitted, as usual, within the cylinder A, and is connected by a pitman C with the crank-pin D, the latter being preferably secured between two opposing crank-disks E, which are fixed to the respective members of the crank-shaft F, supported in the bearings a2 and a3. All of the parts thus far referred to may be of any .suitable or preferred construction.

' The cylinder A need not be as long, as comin engines of this general description, inasmuch as the explosion-chamber represented i at G is separate and distinct from the cylinder A although communicating therewith.

`The object in view in this arrangement is to enable the expansion of the gases of explosion against the working face of the piston to be regulated or controlled to an extent which will prevent the Working face of the piston `from being exposed at the outset to the full pressure developed by the explosion and to permit it to be somewhat gradually subjected to such full pressure, means being provided, such as a valve or equivalent device, whereby i such regulation and control of the expansion of the gases against the working face of the piston can be effected. It willbe obvious that without going beyond the scope of this invention the arrangement of the explosion-chamber and the controlling and regulating means may be varied; but I will proceed to describe the arrangement and the means which I have found to be practically adapted for the purpose. As shown in Figs. 1, 2, 3, and 7, the explosion-chamber G may be formed integral with the plate G, which constitutes the cylinder-head, and may communicate with the cylinder A through a port g, through which the gases of explosion shall pass into the cylinder against the working face of the piston. The

working face of the piston is provided, in4

line with the port g, with a rearwardly-extending plug b, which is preferably tapered somewhat,as represented, and is adapted to extend from the face of thefpiston into or through the port g, constituting, in effect, a valve which is opegate'd by the piston. As the explosirkes place when the piston is Vin its rear ard position in the cylinder A, it is obvious that the force of the explosion will be exerted first upon the plug b and that as the effective area of the exposed surface -of the plug is much smaller than the total area of the working face of the piston the strength of the impulse imparted to the latter will be reduced proportionately and that the violent shock to. which the pistons of engines of this class are ordinarily subjected as they start and which causes objectionable jar in the structure to which the engine is attached if a heavy fly-wheel is not used will be obviated wholly or'in large part, while as the piston moves forward its entire working face is gradually subjected to the full pres# sure. The full force of the explosion is not exerted when the engine is on the dead-center, and consequently lighter working parts may be employed. I prefer to arrange a supplementary port g between the cylinder and the explosion-chamber and to provide a checkvalve g2 therefor, opening outward. This permits the passageof the air from the end of the cylinder into the explosion-chamber as the piston approaches the end of its 'rearward stroke and prevents excessive compression of the air in the cylinder.

pared with the stroke of the piston, as is usual For the ignition of the charge of explosive mixture when the engine commences running and until the normal temperature within the cylinder is attained I have provided an ordinary igniter-such as is shown, for example, at G2 but with anyigniter which is fixed wi-th respect to the explosion-chamber there is always more or less uncertainty as to the instant of explosion, with consequent loss of `power or lack of uniformity in power and `some liability to-premature explosions. I prefer, therefore, not to rely upon the iixed igniter G2, but to provide an igniter B',which is carried by the piston itself and is introduced into the explosion i chamber and is brought in contact with the explosive mixture as the piston reaches the limit of its rearward stroke, thereby insuring the prevention of premature explosions, the more especially because, as will hereinafter more clearly appear, the explosive mixture remains in the rearmost portion of the explosion chamber and is not diffused throughout the cylinder.

It is also to be observed that good explosive i mixture is not formed, even in the rearmost portion of the explosion-chamber, till all the air is fully compressed and driven from the cylinder into the explosion-chamber, to produce there an admixture of the proper proportions.

appear, I do not depend altogether upon the igniter B, but may employ also other means of igniting the charge.

' In the engine shown in the drawings the explosive charge or, at least, the gas or Vapor or fluid which forms the basis of the explosive mixture is supplied from a suitable source and is delivered through a conductor H to the explosion-cha mber G. Preferably, the delivery of the charge to the explosionchamber is controlled by the speed of the engine, and for this purpose the conductor His provided with a regulating device, such as a valve, or, preferably, a pump h, which is controlled or operated by a governor actuated by or with the crank-shaft. As represented in Figs. 3 and 5, the governor which may be employed substantially resembles the ordinary centrifugal governor and comprises two sleeves K and K, the sleeve K being free to slide longitudinally on the shaft F, and the sleeve K' being preferably also free to slide longitudinally on the shaft, but held to rotate therewith by a spline 7c, weighted links Furthermore, the device also does away with the comparatively heavy battery Y ment herein referred to.

between the two sleeves or members K KL and tending to spread them apart. The sleeve or member K, turning with the shaft F, is provided with a cam 7c3, which is adapted to cooperate normally with the rod h of the valve or pump or other regulatingdevice h at each revolution of the shaft to open the valve or operate the pump h to cause the fresh charge to enter the explosion-chamber. When the engine is running at normal speed this action takes place at each revolution, but if the speed rises above the normal the weighted links of the governor act to withdraw the sleeve or member K against the pressure of the spring 7a2 and to remove the cam k3 from the plane of the pump-rod h', thereby preventing the action of the pump necessary to supply a fresh charge and reducing the speed of the engine. In order that the speed of the engine may be controlled by the attendant while the engine is running, as well as regulated automatically, I make the sleeve or member K movable upon the shaft F to compress the spring k2 more or less and therefore to vary the speed at which the governor will act to withdraw the cam k3. The sleeve or member K may be provided with an annular groove k4 for engagement by a forked lever 705, the latter being operated by any suitable means, as by a link k6 and hand-lever k7. Aspringhzmay be arranged to act upon the pump rod or plunger h in opposition to the cam k3, and the pump-chamber may be provided with inflow and outflow valves h3 h4, as usual.

As hereinbefore stated, the crank-chamber A is air-tight, and it is provided with an inlet-valve a4 and an outlet-valve a5, so that the air within the crank-chamber is compressed by the forward stroke of the piston. So far as concerns the uses to which the compressed air is applied it is obvious that the air might be supplied under pressure from any source; but that the engine may be complete in itself I prefer the arrange- The compressed air or air under pressure supplied from the crank-chamber may be applied for various purposes with good results. As represented in Figs. 1, 2, and 3, it is employed to expel from the cylinder the burned gases after each explosion and to supply to the explosion-chamber the requisite quantity of air Ato form with the gas or vapor the explosive mixture. Accordingly a conductor a6 is provided to deliver the air from the outletvalve a5 to the explosion-chamber, .the said conductor being preferably provided with a check-valve a7 to prevent loss of pressure developed by the explosion. The valve a5 opens outwardly, but is held to its seat by a spring a8 of suicient power to hold the valve closed against the pressure of air within the crank-chamber. The valve has also an inward extension a, which stands in the path of a cam 0.10, carried by the crank-disk the cam being so placed as to open the valve as `the piston reaches the forward limit of its stroke.

At the same time4 the piston uncovers or opens an exhaust-port 0,11, the exit of burned gases beginning as soon as the port begins to open. Thereafter and as soon as the pressure in the cylinder falls to approximately atmospheric pressure the air under pressure, being admitted to the explosionchamber at the rear end of the cylinder, expels froln the cylinder through the port a the burned gases that may be left and fills the cylinder with relatively pure air. As the piston begins its rearward movement and covers the exhaust-port all the air vin the explosion-chamber and cylinder mixes with the gas or vapor or spray which is now admitted, the explosive mixture being formed when the air is fully compressed in the explosion-chamber by the continued movement of the piston to the rear. It will be obvious that not only is no gas wasted in expelling the burned gases, as is usually the case in engines of this description, but as the cylinder is filled with a body of air, at the rear of which the gas or vapor is admitted, which body of air is compressed by the piston in its rearward movement and gradually forced-into the explosion-chamber and mixed with the gas or vapor, the igniter B', which is carried by the piston, does not penetrate through the body of air and come in contact with an explosive mixture until the piston approaches the limit of its rearward movement, whereby the time of the explosion is rendered certain and the danger of premature explosionl is obviated, it being remembered especially that the explosive mixture is not formed till all the air is driven from the cylinder and compressed into the volume of the explosion-chamber.

As indicated hereinbefore, one objection to the use of engines of this general description is the oensive odor of the exhaust-gases. I have sought to obviate this difficulty and to effect the deodorization of the gases, and to IOO IIO

this end I provide for the supply of an excess of oxygen and with such oxygen bring about a complete combustion of the gases after they pass from the cylinder or source of supply before they are permitted to mingle with the external air. The volume of air which is admitted to the explosion-chamber to form, with the gas or vapor, the explosive mixture might be enriched with oxygen to the required exten t, but as the simplest and most convenient way of effecting the desired purpose I .provide for the introduction of an oxidizing agent such as oxygen as it is found in atmospheric air, into the exhaust-gases and for. thepcontinuation of the combustion thereof; Accordingly I form. the exhaust pipe or conductor L at a point beyond the cylinder with lateral openings l, as shown in Figs. 13 and 16, to which the atmospheric airfinay be admitted freely or to which a portion of the compressed IZO air from the cran k-cham ber a may be diverted through a pipe am, as shown in Fig. 12. Below the openings Z the conductor L is preferably enlarged somewhat to form a chamber, in which is placed a mass of` incandescing material, such as carbon, which is shown in Figs.

' 13 and 16 as a block M, perforated, as at m m,

to permit the passage of the gases, this incandescing material being wholly independent of the cylinder or source of supply of such gases and involving no return of the gases upon themselves. This block M is maintained in a state of incandescence by the high temperature of the exhaustgases, and therefore occasions a continuation of the combustion of such gases with the oxygen admitted through the openings Z` l, whereby the gases finally delivered are practically inodorous.

In the same structure with the exhaust-deodorizer I prefer to combine an exhaust-munie, as shown in Figs. 12, 13, and 16. As represented in said figures, a casing N surrounds and is extended beyond the exhaust-conductor L and virtually forms a part or extension thereof. It supports a series of diaphragms n n', which are preferably dished or concave, as shown, and are provided in alternation with apertures n2 at or near the center and apertures n3 near the periphery, as clearly shown insaid Fig. 13. The air being admitted to the portion of the casing or chamber near the cylinder, it is thoroughly mingled with the gases as they subsequently pass through the diaphragms.

As a convenient and eective means of supplying a lubricant to the cylinder I prefer to make use of the compressed air from the crank-chamber in the manner represented in Fig. 1 and in detail in Fig. 4. For this purpose I connect a lubricant receiver or container A2 with the conductor u. in such a manner as to cause a small quantity of lubricant to be passed into the explosion-chamber or, it might'be, directly into the cylinder itself at each stroke of thepiston. The receiver or container A2 is connected with the conductor a6 by a pipe 0.13, which extends into the conductor a and opens in the direction o f the movement of air therein or is otherwise suitably connected thereto, the form of connec tion shown being preferred as constituting an aspirator or ejector which facilitates the movef ment of the lubricant from the receiver. Preferably the receiver or container A2 is also connected to the conductor a by a disturberpipe al?, which is controlled by an adjustingplug L15 and opens intothe conductor 0L6 in a manner to direct a currentof air from the conductor a6 into the lubricant in the receiver or containerand to agitate it,l thereby throwing it into the pipe a13 and facilitating the aspirating or ejecting action. Powdered graphite is a lubricant well adaptedl for use in the manner indicated. It will be obvious that so far as the introduction of the lubricant is concerned it is immaterial whether gas or vapor o r air is the impelling agent and that the del vice might be applied with equally good re- .each charge.

sults to engines in which the fresh charge is itself supplied under pressure. Wherefore the reference' herein and in the claims to means for supplying compressed air or air under pressure is to be understood as including, broadly, any means for supplying any gaseous substance under pressure.

In Fig. 17 I have shown a modification of the means for regulating the expansion of the gases of explosion against the working face of the cylinder and preventing shock. The explosion-chamber Gis made separate from the cylinder A, as before, and communicates therewith through a Icut-off G3, which is operated by an eccentric F' on the main shaft F and an eccentric-rod f. The chamber g8 of the cut-ott communicates with the explosionchamber and the cylinder by ports g4 and g5,

respectively, and the slide Q6 is formed and adjusted so that the port g5 is open but slightly when the piston Bis in its rearmost position,

Vbut is opened rapidly by the movement of the slide. 96. as soon as the piston has fairly commenced its movement, thereby permitting' IOO venting the full working face of the piston from being immediately acted upon by the full force of the rapidly-expandin g gases; but, as also suggested hereinbefore, the shock is still further reduced by retarding or prolong ing or making more gradual the explosion of This desirable result may be accomplished by first filling the explosionchamber, whether the same be independent of the cylinder or forms a part thereof, with air which is heated to a degree sufficientto ignite the charge of gas or vapor which is in troduced therein, the gas or vapor being introduced somewhat gradually and being ignited as it is introduced, whereby the instantaneous explosion of the whole quantity is prevented. The heating of the air, it may also be remarked, is particularly desirable in practice, for the reason that it facilitates absorption of the vapor and the consequent obtaining of a good explosive mixture. This method may be carried out with any suitable apparatus; but in Figs. 7, 14, 15, and 16 are illustrated devices which have been found convenient for the intended purpose; but it will be evident that these or other devices of like character may be employed in conjunction with the engine illustrated, for example, in Figs. 1, 2, and 3, being shown in separate figures to avoid confusion. Referring then more particularly to Figs. 7, 14, 15, and 16, it

will be seen that the intense heat of the ex- IIO haust-gases, together with the increase of temperature due to compression, is relied upon in this instance to raise the air with which the explosionchamber or cylinder or both are iirst filled to the temperature required to effect the desired purpose. As there shown, the conductor 0.6,which leads the air from the compressor to the explosionchamber G, is formed with a coil which is subjected to the hot exhaust-gases, being conveniently introduced within the same shell or casing N which incloses the exhaust cremator or munie, or both, as the case may be. By this means the air in the conductor is heated to a high temperature and in that condition is delivered to the explosion-chamber. The gas or vapor being then introduced into the explosion-chamber immediately ignites, whereby the explosion is prolonged for substantially the entire time during which the gas or vapor is being introduced. Moreover, I may arrange within the explosion-chamber a series of webs or ribs g3, as shown in Figs. 7, 10, and 11,which become heated much more quickly and to a much higher temperature than the external wall of the explosion-chamberunder ordinary circumstances and hold the heat better than the external wall, thereby increasing the temperature of the explosive mixture and rendering the ignition thereof much more certain and easy even if the air be not previously heated. In fact, if the volumes of the explosion-chamber and of the cylinder are properly proportioned the increase of temperature due to compression Will of itself be sufficient very often to bring about ignition. Nevertheless inasmuch as the conditions of use must vary considerably and thereby eifect the temperature of the explosion-chamber more or less I prefer to retain the incandescing-igniter B, which is carried by thepiston B and insures the ignition of the charge, and for the purpose of igniting the charge when the engine starts it is desirable also to retain the usual igniter G2. I have also represented in said Fig. lla device for spraying and vaporizing the fuel-oil when it is introduced into the explosion-chamber as a liquid. The oil is supplied under pressure, as usual, and is introduced into the explosion-chamber Gthrough a pipe H. The extremity or nozzle H is made quite small, and in line with it is supported a small dispersing-cone H2, which causes the oil to be distributed throughout the explosioncbamber in the form of spray, which is immediately vaporized bythe heat.

For the purpose of enabling the operation of the engine to be more nicely regulated and moreeasily controlled, especially when the fuel is forced into t-he explosion-chamber in the form of oil bya pump,I carry further the control of the feed-pump by the governor, which is represented in Fig. 3, and make provision whereby the pump may be cut 0E at different points in the stroke of the engine-piston and the supply of fuel-oil to the explosionchamber regulated accordingly, whereby the piston shall be subjected to the force of explosion throughout a greater or less portion of its stroke. Accordingly in place of the single cam k3, which is carried by the sleeve K of the governor, I provide a series of cams, as

708 kg 7610 7a, as shown in Figs. 7, 8, and 9, of

engine it becomes possible to maintain a uni-v form speed and to regulate that speed with great exactness, according to the work to be done. An adj listing-valve h5 may be applied to the pump or to the conductor which supplies the oil thereto for the purpose of further controlling the supply of fuel-oil to the explosion-chamber.

The function and mode of operation of the various parts of the 4structure herein dcscribed have already been set forth with sufijcient fullness and clearness, and no further explanation of the mode of operation of the engine shown will be required.

It will be understood that I do not intend to limit my invention to the precise construction and arrangement of parts hereinshown and described and that it is possible to make many changes therein and yet be within the purview of the invention.

I Yclaim and desire to secure byLetters Patent- 1. In an explosive-en gine, the combination with a cylinder and piston, of an explosionchamber independent of the cylinder,a checkvalve between said cylinder and chamber and opening toward the chamber, and means for regulating the expansion of the gas from the explosion-chamber to the cylinder.

2. In an explosive-engine, the combination with a cylinder and piston, of an explosionchamber independent of the cylinder and communicating therewith through a port, a check-valve between said cylinder and chamber and opening toward the chamber, and a plug carried by said piston and adapted to vary the area of said port as the piston moves.

3. In an explosive-engine, the combination with a cylinder andpiston, of an explosionchamber independent of the cylinder and communicating therewith through a port in the line of movement of the piston, a checkvalve between said chamber and cylinder and opening toward the chamber, and a tapering plug carried by said piston and adapted to enter said port.

4. In an explosive-engine, the combination with a cylinder, an explosion-chamber communicating with thefcylinder through a port in the head of the latter and a piston, of a IOO IIO

' opening toward thechamber.

6. In an explosive-engine, the combination with a cylinder, piston and explosion-chamber independent of the cylinder and communicating therewith, the cylinder having an exhaust-port arranged to be `opened during the forward movelnent ofthe piston and the explosion-chamber having a gas-inlet, means for regulating the expansion of the gas from the explosionbhamber to the cylinder, and a check-valve between said cylinder and chamber and opening toward the chamber, of an air-chamber in which air is compressed, a conductor communicating with said chamber and with the explosion-chamber, a valve con trolling the air-conductor, means to open the valve in said air-conductoras the piston approaches the forward limit of its stroke and means to admit the gas thereafter, the burned gases being expelled by the compressed air and the new charge being admitted to the explosion-chamberin the rear of the body of air.

7 In an explosive-engine, the combination with a cylinder and piston, and an explosionchamber independent of the cylinder and communicating therewith, the cylinder having an exhaust-port arranged to be opened during the forward movement of the piston and the explosion-chamber having a gas-inlet, means to regulate the expansion of the gas from the explosion-chamber and the cylinder, and a check-valve between said cylinder and chamber and opening toward the chamber, of an air-chamber in which air is compressed, a conductor communicating with said chamber and wit-h the explosion-chamber, a valve controlling the air-conductor, means to open the valve in said air-conductoras the piston approaches the forward limit of its stroke, means to admit gas thereafter, a support projecting rearwardly from said piston and adapted to enter the explosionchamber as the piston approaches its rearward position, and an igniter carried by said support.

8. In an explosive-en gine the combination with the cylinder having an exhaust-port, of a conductor for conducting away the burned gases from the source'of supply, a mass of incandescing material interposed in said conductor and independent of the source of supply, and means to supply an oxidizing agent to said conductor in advance of said mass of incandescing material.

9. In an explosive-engine, the combination and a conductor to deliver airfrom said chamber to said conductor for the exhaust-gases at a point beyond the cylinder.

l0. In an explosiVe-engine,the combination with a cylinder, piston and conductor for the exhaust-gases, of a chamber in which air is compressed by the forward stroke of the piston a conductor to deliver air from said chamber to said conductor for the exhaust-gases, and a mass of incandescing material interposed iu the conductor for the exhaust-gases and independent ofthe source of supply of the exhaust-gases.

11. In'anexplosive-engine,thecombination with the cylinder of a-combined exhaust deodorizer and muffle consisting of a chamber having, near the cylinder, ports for the admission of air, and, beyond said ports, a series of diaphragms-alternatelyperforated near the center and near the periphery, whereby the air is thoroughly mingled with the gases as they pass through the diaphragms,

12. In an explosive-engine,the combination with' the cylinder, piston, piston-rod and crank-shaft, of a conductor to deliver the charge to the cylinder, means to control the passage ofthe charge through the conductor and having an operating-rod, agovernor actuated with the crank-shaft and having both members free to slide longitudinally on its shaft, acam carried by one of said members and moving normally in the plane of said operating-rodv and adapted to be withdrawn therefrom by the operation-of said governor, and means to apply pressure in a longitudinal direction to the other member of said gov ernor. y

13. In an engine of the characterdescribed,

the combination with the explosion-chamber, -a conductor to deliver oil thereto, meansto supply said oil under pressure, and an imperforate dispersing-cone supported in line with the mouth of said conductor with its apex entering said mouth, whereby the oil is distributed throughout the explosion-chamber as spray.

14. In an engine of the character described, the combination of a cylinder and explosiom chamber, a pump to supply oil, a conductor to deliver oil to the explosion-chamber, and a dispersing-cone with its apex entering the mouth of the conductor, whereby the oil is delivered to the explosion-chamber in the form of spray or vapor. l

15. In an engine, the combination with a cylinder,piston and means to supply air or gas under pressure to the cylinder, of a lubricant receiver or container and an aspirator or ejector pipe connecting said reservoir or container with the conductor which leads the air or gas to the cylinder, whereby the lubricant IOO IIO

is drawn from the receiver by the air or gas with each charge and is carried into the cylinder.

16. In an engine, the combination with a cylinder,piston and means to supply air or gas under pressure to the cylinder, of alubricant receiver or container connected to the conductor which leads the air or gas to the cylinder, and a disturber-pipe also connected to said conductor and arranged to conduct a current of air or gas from said conductor into said receiver or container to agitate the lubricant therein.

17. In an engine, the combination with a cylinder, a pipe to conduct air or gas thereto and means to deliver said air under pressure, of a receiver for a lubricant,a pipe connected to said receiver and entering and extended air or gas therein, whereby a portion of such air or gas will be directed into the receiver to agitate the lubricant therein.

This specification signed and witnessed this 28th day of February, A. D. 1896.

HIRAM PERCY MAXIM.

In presence of- FIDEL BUBSER, FELToN PARKER. 

